EP2638528A1 - Method and system for transmitting and receiving data coming from an aircraft black box - Google Patents

Abstract

The invention relates to a method for transmitting data, characterized in that it comprises a step of transmitting in-flight data between a first aircraft (30) and at least a second aircraft (32), the data transmitted being data stored in at least one black box (12, 14) on board the first aircraft (30).

Description

 00605

 1

Method and system for transmitting and receiving data from an aircraft black box

The invention relates to a method for transmitting and receiving data from a black box on board an aircraft.

 A black box also called recorder is a device embedded on board aircraft and which stores during the flight various flight data, sound data and possibly visual data. The flight data come from different sensors on board the aircraft that collect different flight data, as well as computers that provide flight parameters.

 The data stored in a black box also include audio recordings and possibly video of the activity inside the cockpit (discussions between members of the crew, ...).

 Such black boxes, are generally orange and equipped with a radio transmitter so that it can be located more easily, for example, following an air disaster.

 However, it turns out that the recovery of these black boxes following an air disaster is very delicate, especially because the vast majority of the Earth's surface has a rugged topology.

 Indeed, the recovery of black boxes at the bottom of the oceans or in crevices within mountain ranges is very difficult.

 However, the data contained in these devices are very important, even essential, to know the causes of an air disaster and work to improve the cause in order to prevent the same kind of disaster from happening again.

The present invention aims to remedy this drawback by means of a communication of data stored on board one or more black boxes of an aircraft during the flight thereof, which communication is carried out from the aircraft to the aircraft. outside thereof and, more specifically to at least one other aircraft. According to a first aspect, the invention more particularly relates to a method for transmitting data in flight, characterized in that it comprises a data transmission step between a first aircraft and at least a second aircraft, the data transmitted being data stored in at least one black box on board the first aircraft.

 Thus, the data of a black box or recorder are transmitted during the flight out of the aircraft concerned, thus ensuring that these data will be accessible (because saved in another aircraft) in the event that an air disaster would occur on this aircraft and that the black box could not be found or would be illegible.

 It should be noted that the second aircraft receiving these data can, when it lands, make it possible to make a copy of these data on the ground.

 In general, the transmission of such data between two aircraft can be carried out continuously depending on the possible communication connections or intermittently, regularly or not, automatically or following a manual trigger initiated in case of emergency by a member crew.

 It should be noted that the first aircraft may, depending on the circumstances, transmit black box data to several aircraft and not to one to increase the chances of reliably transmitting, and thus to back up these data. .

 It should be noted that the second aircraft to which the data are transmitted is not known in advance. It is selected after a decision to transmit the data has been made (eg decision taken aboard the first aircraft).

 Transmitting data to a second aircraft that is not a predetermined aircraft provides flexibility and reliability in data transmission and ensures that data can be transmitted at all times (by selecting a second aircraft when necessary) and regardless of the geographical area overflown.

Indeed, the invention makes it possible to save the data of black box (s) even if the overflown zone is not covered by satellite. In addition, other data may be transmitted with the black box data, for example, depending on the circumstances and applications envisaged.

 According to a possible characteristic, the data from said at least one black box requires for their transmission a bandwidth of at least 100 Kbits / s. Indeed, such a bandwidth is necessary to transmit the flight data and audio data recorded in the cockpit.

 In case of video data transmission a bandwidth of at least 2 Mbps would be preferable.

 According to one possible characteristic, the method comprises a preliminary step of storing the data to be transmitted in an intermediate storage space that is distinct from the said at least one black box.

 It is in fact to be able to have the data that it is desired to transmit in the storage space separate from the at least one black box in order to be able to perform a processing on these data without having to modify the design of said at least one box black.

 According to a possible characteristic, the method comprises a preliminary step of processing the data to be transmitted in order to reduce the bandwidth necessary to transmit these data.

 This makes it possible to release bandwidth on the network to allow the establishment of other communications or transmit a higher volume of data.

 According to a possible characteristic, the method comprises a preliminary step of encrypting the data to be transmitted.

 This step is to ensure the confidentiality of the data that will be transmitted between the two aircraft.

 Thus, only authorized entities having suitable decryption means are able to read the transmitted data.

An aircraft receiving black box data from another aircraft is not generally considered to be an entity authorized to read this data and, in this regard, does not have any means of decryption. This received data is therefore illegible for the receiving aircraft.

 According to a possible characteristic, the method comprises a step of selecting a communication means from among a plurality of communication means.

 It will be noted that a communication means may be chosen preferentially for use first (example: choice of the radio link) and other means are envisaged if the preferential means is for example not available or, for example, if it does not meet a predetermined criterion with respect to the new flight conditions of the first and second aircraft.

 The data transmission is for example carried out by a radio means or by another means of wireless communication (example: mobile telephone network, WiMax ...) or by satellite means.

 In another aspect, the data transmission is performed in a communication network comprising mobile communication nodes which are aircraft in flight.

 The transmission of such data to another aircraft is a security for this data since it allows to make a copy (backup) out of the aircraft concerned.

 According to one possible characteristic, the method comprises a preliminary step of searching the network of at least one mobile communication node in flight with which the first aircraft (transmitting mobile node) is capable of communicating.

 According to a possible characteristic, the method comprises, prior to the transmission step, a step of selecting in flight at least one non-predetermined mobile communication node, said at least one node being selected from a set of mobile nodes of network communication according to at least one predetermined selection criterion.

In general, this selection aims to determine, for example, the "best" node, that is to say the node that is most appropriate with respect to the selection criterion (s) applied at a given moment. given. This makes it possible to ensure that there will always be a receiving node (not predetermined) within the communication range of the transmitting node (first aircraft) in order to be able to transmit the data of black box (es) and this, whatever the time and regardless of the geographical area overflown.

 According to one characteristic, said at least one predetermined selection criterion is at least one of the following criteria: aircraft (s) from which a signal-to-noise ratio (signal quality) exceeds a predetermined threshold, aircraft (s) having similar or identical flight plans (to maximize the availability of the receiving aircraft), aircraft (s) belonging to the same airline or alliance of several airlines, aircraft (s) of the same manufacturer, aircraft ( s) within range of communication, aircraft farthest from the first aircraft (to reduce the relative movement between the transmitting aircraft and the receiving aircraft), aircraft (s) in the descent phase.

 These criteria fall into different categories. Some criteria are related to the communication between the aircraft (signal-to-noise ratio, aircraft flying in the same direction, aircraft in communication range ...), while others are rather non-technical (aircraft (s) of the same airline, the same manufacturer ...).

 The most appropriate node or nodes among the nodes of the network are for example identified from the signal-to-noise ratio originating from the nodes, for example by giving priority to the signal or the maximum signal-to-noise ratios.

 Alternatively, depending on the direction of the aircraft concerned, we can focus on the aircraft that will stay the longest in the field (in range of communication) of the aircraft concerned (aircraft going in the same direction).

Thus, several aircraft in flight each constitute mobile communication nodes of a communication network and black box data are transmitted between a first and a second mobile node of this network, permanently or almost permanently, for example at a determined frequency. Other selection criteria may be applied alone or in combination with any one of the above criteria.

 According to a possible characteristic, the method comprises a step of requesting a connection with the selected node, prior to the transmission of the data.

 It should be noted that the steps of searching for nodes, selecting the most suitable node and requesting a connection are generally performed by the sending node.

 According to another aspect, the invention relates to a method of receiving data which comprises a step of receiving in flight, from a first aircraft, data stored in at least one black box on board the first aircraft, the reception stage being carried out aboard a second aircraft.

 According to one characteristic, the method of receiving data comprises a preliminary step of verifying the availability of a storage space in order to store the data to be received.

 It is indeed preferable that a space be available for the reception of these data in order to avoid an unnecessary transmission.

 This verification is performed on the second aircraft, at the request of the first, after receiving the connection establishment request.

 According to one characteristic, the method comprises a step of storing the data received either in a storage space available on board the second aircraft receiving the data or, in the event of unavailability of this space, in a storage space reserved for this purpose.

 The invention also relates to a data transmission system, characterized in that it comprises means for transmitting data in flight between a first aircraft and at least a second aircraft, the transmitted data being data stored in at least one a black box on board the first aircraft.

The transmission system comprises, in the form of corresponding means, one or more of the process characteristics set forth in above, or all these features and thus enjoys the same benefits.

 The invention furthermore relates to an on-board data reception system on board an aircraft, characterized in that it comprises means for receiving, in flight, from a first aircraft, data stored in at least one a black box on board the first aircraft, the system being embarked on board a second aircraft.

 In another aspect, the invention is directed to an aircraft comprising a transmission system and / or a reception system, as briefly described above.

 Other features and advantages will become apparent from the following description, given solely by way of nonlimiting examples and with reference to the appended drawings, in which:

 - Figure 1 is a general schematic view of a transmission system according to one embodiment of the invention;

 FIG. 2 is a schematic view showing several aircraft constituting mobile nodes of a communication network;

 Figure 3 is a general algorithm for establishing a connection between two aircraft;

 FIG. 4 is a general diagram illustrating a reception system according to one embodiment of the invention;

 FIG. 5 is an algorithm of a data transmission method according to the invention;

 FIGS. 6a and 6b are two algorithms respectively of a connection method and a method of receiving data according to the invention.

As generally shown in FIG. 1 and denoted by the reference number 10, a system according to the invention on board an aircraft comprises two black boxes or recorders 12 and 14 storing, for one, a set of data from different computers on board the aircraft and which are for example flight data (data reflecting the behavior of the aircraft in flight), and for the other, audio data saved in the cockpit. It will be noted that according to the invention the aforementioned data can be distributed differently between the two black boxes and that other types of data can be stored in one and / or the other of these boxes such as video data recorded in the cockpit and in the environment of the aircraft. Moreover, according to another variant, one or more other black boxes can be added to store the flight data and the audio data and / or other types of data such as the aforementioned video data differently. In the remainder of the description when reference will be made to one and / or the other of the black boxes 12 and 14, it is understood that this may apply to a different number of black boxes and to any type of data.

 The system 10 further comprises a data transmission system 16.

 The system 16 comprises data encryption means 18 which are intended to be transmitted out of the aircraft and which come from one or both black boxes 12, 14.

 It will be noted that the data contained in one and / or the other of the black boxes may be identical from one black box to another or different.

 Moreover, according to one variant, the data coming from one and / or the other of the black boxes may correspond to all the data stored in each of them or to a selection of these data.

 It should be noted that the purpose of data encryption is to guarantee the confidentiality of the data that will be transmitted. In particular, this data will be transmitted to another aircraft and may only be read by a duly authorized entity or a collection of authorized entities. To do this, encryption has the effect of making the data unintelligible.

The encryption is for example achieved by means of a public key system and private key, the use of the public key owned by each of the entities concerned (sender and receiver authorized to know the data) is necessary for decryption. It should be noted that threshold schemes can also be implemented to ensure greater data confidentiality. The principle of the threshold scheme is that several entities authorized to decrypt the data share the decryption key: thus, the entities will have to agree all to proceed to the decryption.

 The system 16 optionally includes means for pre-processing data from one and / or the other of the black boxes 12 and 14.

 Data selection means may for example be part of the means 18.

 It should be noted that the optional processing means ensure, for example, an optimization of the volume of the data in order to reduce the bandwidth used for their transmission.

 For example, the effective one-way (non-satellite) bandwidth between two aircraft is 5Mb / s.

 The system 16 also includes a physical storage medium 20 (e.g., a magnetic medium) which may be a buffer area or a storage space on a hard disk.

 Data from one and / or the other of the black boxes, previously encrypted, are stored in the separate intermediate storage space 20.

 The system 16 also comprises data processing means 22 (example: microprocessor, dedicated electronic circuit, programmable FPGA type component ...) coming from the storage space 20.

 This treatment can fulfill several functions.

 First, this processing allows formatting of the data in the form of a data frame.

This formatting consists, for example, in structuring the data in the form of a signal comprising one or more headers and a signal body containing the useful data. The processing may also include a second encryption which here makes it possible to guarantee the integrity of the data previously encrypted by the means 18 and which will be transmitted.

 This second encryption consists for example in calculating a signature from the data that have been previously encrypted. Such a signature can be obtained by calculation from a mathematical formula applied to the encrypted data. The encrypted data will then be transmitted with the signature thus calculated.

 The system 16 also includes means 24 for transmitting the data. These means use a communication procedure between a transmitting aircraft and a receiving aircraft which is linked to the communication protocol chosen for the communication means used. This procedure established between the two aircraft makes the transmitted signal more robust insofar as it allows the detection of errors: packet not arrived at destination, loss of integrity of the packet ... Thus, we can reissue the packet in detected error case.

 The system 16 further comprises means 26 for establishing one or more connections between the aircraft comprising the system 10 and one or more aircraft.

 In flight aircraft are mobile nodes of a communication network.

 Figure 2 schematically illustrates several mobile nodes 30, 32, 34, 36 of such a communication network 40.

 In this Figure, the aircraft represented by the mobile node 30 corresponds to the aircraft comprising the system 10 of Figure 1.

 The communication protocol used for data transmission supports a connected connection mode.

It should be noted that the communication management means 26 first carry out a phase of discovery of the topology of the communication network to which the aircraft concerned belongs. During this discovery phase, the means 26 examine, by sending a signal and the eventual reception of a response signal, whether a mobile communication node is in radio range.

 The transmission is effected indeed for example by a bidirectional radio frequency communication link.

 The advantage of a radio-frequency type of communication lies in the bandwidth width and in its free use or in the fact that the cost is included in a package, without additional cost depending on consumption.

 If no response is received, the means 16 may optionally send the signal over a satellite link so as to be able to identify, by signal feedback, one or more mobile communication nodes that may constitute a communication pair in connected mode. following this communication link either in order to send it to a ground installation.

 The advantage of a satellite communication lies in the geographical coverage of the latter and in the fact that it does not depend on atmospheric conditions.

 The means 26 more particularly comprise several sub-means:

 sub-means for searching for at least one mobile communication node in the network (for example, with reference to FIG. 2, the search is carried out among the nodes 32, 34 and 36 of the network 40);

 sub-means for selecting a mobile communication node among the searched nodes, this node satisfying one or more predetermined criteria (the selection of a particular node among the nodes 32, 34 and 36 of FIG. for example, with respect to a predetermined criterion such as the best signal-to-noise ratio provided by these nodes, another criterion for selecting a node may be to choose the node of the network that remains the longest within communication range (for example : the node 30).

sub-means for establishing a connection with the selected node. When a connection is established with the selected node, the transmission system 16 then transmits the data (which has been processed as indicated above) to the selected node.

 Note that the selected node was not determined in advance. Node 30 has been informed of the existence of the selected node to receive its data only after the selection process just described.

 Figure 3 illustrates a mechanism for establishing a connection between the aircraft 30 and one of the aircraft 32, 34, 36 of Figure 2.

 As represented in FIG. 3, the algorithm comprises a first step S1 of searching for one or more mobile communication nodes in the network 40.

 As indicated above, during this search step the type of communication network that will be used for the transmission is selected, namely a radio communication network, an optical communication network, or a wireless communication network of another type, or even a satellite communication network.

 For each physical layer implemented (radio, satellite, optics ...), the search for the best node takes place. The selection of the best physical layer is made, for example, in the software whose algorithm is shown in FIG. 3. An order of preference of the physical layer is for example defined. For example, as long as the radio frequency communication is available (i.e. nodes are in range and available for communication) we choose this medium, otherwise the 4G network is chosen, otherwise the satellite network.

 In each of the three steps of the example, the search for the best node takes place.

As in the example of FIG. 2, for example, a radio frequency type communication network has been chosen and it is then necessary to select the most appropriate node or nodes in order to make reliable and optimize data exchanges between the node. 30 and this or these nodes. The next selection step S2 provides for selecting one or more nodes that satisfy one or more predetermined criteria.

 One of the predetermined criteria is, for example, the maximization of the signal-to-noise ratio of the signal coming from a node.

 Another criterion may for example reside in the aircraft or aircraft that have flight plans similar to that of the aircraft 30 to maximize the duration of availability of the node or nodes.

 The search for aircraft belonging to the same airline as the aircraft 30 can also be used as a criterion.

 Only one or more of these combined criteria may be used.

It will be noted that the search and selection steps are performed either periodically or on demand, for example following a loss of connection with an aircraft.

 The algorithm of FIG. 3 comprises a connection request step S3 with the previously selected node or nodes.

 This request for establishing a connection is intended to inform the future receiving node of the desire of the sending node 30 to transmit sensitive information.

 When the receiving node of this connection request accepts it according to its own conditions (the node is for example not already in active connection with this aircraft or with another aircraft, one or more storage spaces are available in the receiving node ...), the connection is established. The data transmission step of the aircraft 30, for example, to the aircraft 32 accepting the connection is then performed (step S4).

 The algorithm ends with step S5 which terminates the connection.

 It should be noted that when selecting a new best receiving node, two options can be considered:

the first option consists in replacing one of the worst connections still active with the aircraft 30 by a connection with the new node which has just been identified; - the second option is to keep this new node as a backup node and the connection with it will be made only after the loss of existing communication with a so-called current node.

 Figure 4 schematically illustrates a data receiving system 50 on board an aircraft. The aircraft concerned is for example the aircraft 32 mentioned above which is the best candidate for recovering data from the recorder (s) or the black box (s) of the aircraft 30, taking into account the criterion of selection put in place (example: geographical proximity).

 The system 50 comprises means 52 for receiving the data transmitted by the aircraft 30 which are, for example, radio reception means, optical, satellite ... according to the physical communication link used.

 The system 50 also includes a backup storage space 54 and a reserved storage space 56 in the event that the space 54 is unavailable. The received data is then stored in the appropriate space.

 Note that the aircraft 32 has the same means as those of Figure 1, which makes it possible, if the type of communication allows (bidirectional communication), that the aircraft 32 transmits its data to the aircraft 30.

 When the aircraft 32 lands on the ground, the data of the aircraft 30 are then retrieved, stored for a limited time, possibly centralized by the airline or a region or an airport for possible exploitation after decryption.

 Figure 5 illustrates an algorithm of a data transmission method according to the invention.

 This algorithm is implemented on board the aircraft which will transmit data present in its black boxes or recorders.

 The algorithm is for example implemented by the system 16 of Figure 1 after recovery of data from the black boxes or recorders 12 and 14.

This algorithm comprises several steps including a first, denoted S10, of initialization of the algorithm. The next step S12 of the algorithm is a test verifying whether the aircraft is in alert mode or not.

 The alert mode characterizes the fact that an aircraft is facing one or more critical problems. This is a mode that defines that outgoing communications from this aircraft take precedence over other transmissions that are not in this mode.

 This mode can be activated manually or automatically and is intended to transmit the data (or some selected data) contained in the black boxes to an aircraft or to all the aircraft in the vicinity (for example the aircraft 32, 34 and 36 on Figure 2) and force registration by one or more of these aircraft from this area.

 It should be noted that the transmission, for the purpose of safeguarding, of these data is carried out by means of a means of communication which is chosen with respect to a predetermined criterion such as its availability or because it constitutes a preferential means ( example: radio).

 However, if this means is not usable for any reason (example: unavailability of means and for example momentary loss of the communication network), then the use of other means of communication is envisaged for the transmission of data.

 For example, another means of communication may be automatically selected as the second preferential means (example: satellite).

 As will be seen later with reference to the procedure of receiving data by a receiving aircraft (node), some of the aircraft detecting information in alert mode are required to save these data as well as the geographical positioning of the aircraft in difficulty in a backup storage space.

 It is expected that the communication protocol will collect information from the aircraft in difficulty.

It should also be noted that in alert mode the data transmission system of the aircraft concerned (for example the aircraft 30 of FIG. 2) may be able to transmit data from the black boxes by via a satellite link, to a ground station, to inform the rescue team and the investigation team as soon as possible.

 When an alert mode is detected several options are possible.

 Firstly, it is possible to provide for a change in the flight plan of an aircraft located in the geographical area where the aircraft in difficulty is located so that the aircraft can follow it for as long as possible and collect information from the aircraft. flight of this aircraft as well as its positioning. As envisaged in step S14 of FIG. 5, in alert mode it may also be envisaged to suspend or abandon existing connections with aircraft, except for connections already established from one or more aircraft in alert mode, in order to release bandwidth. This makes it possible to provide the maximum bandwidth to the aircraft in difficulty and thus optimize the collection of data from this aircraft.

 It will also be noted that in order to optimize the collection time of the data coming from the aircraft in difficulty, it is conceivable to broadcast this data to several aircraft and not to one or to disseminate this data using several layers. different physics (radio, optics, satellite ...).

 When it is decided to transmit out of the aircraft black box data (s) these are recovered by the means 22 in the storage space 20.

 The next step S 6 provides for fragmenting the data to be transmitted into data packets each consisting of a header and a payload containing the payload data.

 This fragmentation is performed according to the physical layer and the communication protocol used.

 Any packet is thus transmitted to the same recipient.

It will be noted that, in the event of the data being broadcast to several aircraft, the same packets are for example transmitted in parallel to all of these aircraft. The next step S18 is a test to determine if there are still fragments of data to transmit. If no fragments remain pending transmission, then the algorithm is terminated in step S20.

 If there are still fragments to be transmitted, then step S18 is followed by a step S22 of creating and adding a header in the data signal to be transmitted (packet).

 The header (s) thus created are useful for data management.

 For example, it includes markers or markers indicating the presence of particular information such as information to identify aircraft (code) ....

 The algorithm comprises a next step S24 which provides for adding information to the signal to be transmitted in order to guarantee the integrity of the data to be transmitted.

 The processing applied to ensure the integrity of the data is that already described with reference to FIG. 1 and realized by the means 22.

 The next step S26 provides for notifying in the signal to be transmitted the indication that the data to be transmitted come from an aircraft, configured in alert mode. This indication is for example added to the header created in step S22.

 The next step S30 provides to transmit the data in packets on the physical link (either by radio link, or by satellite link, or by the optical link, or by the link 4G ...) as already described above after execution of the algorithm of Figure 3.

 The topology discovery mechanism described with reference to Figure 3 is adapted to a mobile node radio network as well as to a satellite network and must take into account the performance aspects in order to avoid excessive consumption of the band. and local resources.

It should be noted in this regard that it is possible for an aircraft wishing to establish a connection that it broadcasts a connection request. following a counter / timer ("timer" in English terminology) operating periodically or pseudo periodically.

 Note also that the establishment of a connection is for example carried out at least in one of the protocol layers.

 In the exemplary embodiment, the connection is preferably established in a single layer because several connections at different protocol levels complicate the transmission system and make it less efficient.

 A very dense radio frequency network such as that of the global aircraft fleet in flight at a given moment (t) must be able to withstand a very large load without altering its operation.

 To do this, and to avoid blocking possibilities (example: saturation of the frequency band) we limit the number of connections per aircraft.

 Thus, if N denotes the number of outgoing connections, N 'the number of incoming connections, M the number of total connections and K the number of backup locations then the Applicant has established the following relationships:

 N '= N

 M = 2 x N

 K = M + 1, the number "1" designates a backup location which is always reserved for storing the data of an aircraft in alert mode.

 In the exemplary embodiment, two outgoing connections and two incoming connections are used.

 One of the communication means used to transmit the data uses a two-way radio communication network to transmit and receive data between mobile nodes.

Such a network is not necessarily dedicated to the intended use for the implementation of the invention and can also be used to provide one or more other features of the aircraft. The system used is for example a Wi-Fi system or a WiMax system which provides the bandwidth, the range (maximum distance in which the communication is physically possible) as well as the properties necessary for the implementation of the invention (for example it technology must be able to provide the required level of safety, to manage the quality of services ...).

 It will be noted that the transmission step S30 is followed by the step S18 already described above in order to check whether there remain fragments of data to be transmitted.

 Returning to the test step S12 already described above, when the alert mode is not identified the next step S31 provides for fragmentation of the data to be transmitted if necessary.

 This step is identical to step S16 already described above.

 Step S31 is followed by a test step S32 making it possible to determine whether there remain fragments of data to be transmitted.

 If not, this step is followed by step S20 terminating the transmission algorithm.

 If so, step S32 is followed by step S34 which provides for creating and adding one or more headers in the data signal to be transmitted.

 This step is identical to step S22 already described above.

 The next step of adding information to guarantee the integrity of the data (S36) is identical to the step S24 already described above.

 The next step S40 provides for transmitting the data configured in the previous steps on a physical link as already described in step S30.

 The data is thus transmitted to an aircraft that has been previously selected as the receiving node of the network that is most suitable for transmission.

In the case where several valid aircraft have been detected, ie more than one aircraft has been selected as responding to one or more several predetermined criteria, a first connection is made with the most suitable aircraft among these aircraft.

 In priority, the data of black box (es) emitted towards this aircraft are then those which are the most important in case of investigation, that is to say the most recent.

 It should be noted that, as far as possible, the data are transmitted in real time or near real-time, ie as the data are acquired by the black box (es).

 A second connection is for example made with another aircraft selected to transmit older data, for example those that date from several minutes (example: t - 15 min).

 For example, the second connection is established with the second "best" peer found when searching for mobile nodes in the network.

 It should be noted that the transmission priority is attributed to the data obtained in real time.

 Thus, as soon as the physical link is lost or when a better link is detected, the transmission algorithm is executed in order to restore the transmission of data in real time.

 This happens even if it is necessary for it to end another active transmission.

 Step S40 is then followed by the test step S32 already described above. Note that the hardware platform used in the transmission system 16 of Figure 1 is for example a PC type open platform whose level of confidence is improved by the use of a cryptographic hardware component which is for example a TPM module (known in English terminology as the "Trusted Platform Module") defined by an organization called TCG known as "Trusted Computing Group").

Figure 6a shows an algorithm of part of a data receiving method according to the invention. This algorithm is implemented in an aircraft of the mobile network such as that illustrated in FIG. 2 and for example in the aircraft 32 which has been selected by the aircraft 30 as being the best communication pair.

 This algorithm starts with an initialization step S50 of the algorithm.

 This algorithm comprises a step S52 for receiving a connection request from the aircraft 30 and is followed by a test step S54.

 During this step, it is checked whether a connection is already active with the aircraft from which the connection request originates.

 If so, this step is followed by a step S56 of refusal of the connection and the algorithm is then terminated by a step S58.

 If, on the contrary, no connection is already active with the aircraft 30, the step S54 is followed by a step S60.

 During this step a test is performed to determine whether the aircraft 30 is in alert mode or not.

 If so, this step is followed by a step S62 to accept the connection request and then a step S64 to terminate other ongoing communications (abandon or block other existing connections between the selected aircraft). 32 and other aircraft).

 It will be noted that the alert mode is defined in the aircraft from which the connection request originates, for example from the detection of certain predetermined events which may be related to the detection of critical faults and / or which are linked to measurements. disturbing flight parameters (example: exceeding predetermined thresholds).

 The alert mode is thus chosen in order to prioritize the reception of black box data (s) issued by any mobile node located in a geographical area for receiving data.

 Step S64 is followed by step S58 terminating the algorithm.

Returning to step S60, when the result of the practiced test indicates that the aircraft is not configured in alert mode, then a next S66 test step is performed. During this step, it is determined whether storage space is available on board the aircraft (storage location).

 If not, the connection is denied (step S56).

 On the contrary, when storage space is available, then the connection is accepted (step S68).

 Note that when the aircraft from which the connection request is derived is not configured in alert mode, the reception and storage of data from this aircraft are not privileged in the case of unavailable storage space.

 As will be seen later with reference to Figure 6b, it is different when the alert mode is detected.

 The algorithm of Figure 6b details more particularly the process of saving the black box data collected on board the selected receiving aircraft.

 This algorithm starts with an initialization step S80, followed by a test step S82 verifying the presence of data fragments (packets) to be received.

 If not, this step is followed by a step S84 terminating the algorithm.

 On the contrary, if there are still fragments of data to be received, then this step is followed by a step S86 of verifying the integrity of the received data.

 The means put in place to control the integrity of the data are known to those skilled in the art (eg use of a signature for example in the MD5 or RSA algorithms). If the received data are not identical to those sent, a processing is then provided so that the emitting aircraft is alerted and so that the data can be reissued.

 Step S86 is followed by step S88 to verify the information in the header (s) of the received data signal.

During this step, the identification of a marking or a tag (known in English terminology) is Saxon under the term "flag") indicating to the receiving node that the transmitting node is a distressed aircraft.

 The verification step makes it possible, for example, to identify other information: identifier of the sender, the receiver, the serial number of the packet, etc. This information is useful for organizing and then retrieving the data if necessary.

 Step S88 is followed by a test step S90.

 During this step, depending on the result of step S88, it is determined whether the aircraft from which the black box data (s) originate is in alert mode or not.

 If not, this step is followed by a step S92 that stores the received data in an available storage space (backup location).

 On the contrary, when the result of the test performed in step S90 shows that it is data from an aircraft in alert mode, then this step is followed by an S94 test step.

 During this step it is checked whether a storage space is available on board the aircraft. In particular, it is checked whether the conventional storage space is available in priority to avoid "filling" the reserved area.

 In the case where a conventional storage space is available, then the step S94 is followed by a step S96 providing the storage of the black box data (s) received in this space (location of backup).

 If, on the contrary, no conventional storage space is available, then step S94 is followed by a step S98 providing for saving the black box data in a reserved storage space (dedicated location ).

 This ensures the existence of a specific available storage space to always be able to receive data from an aircraft in alert mode.

Claims

A method of data transmission, characterized in that it comprises a step of transmitting data in flight between a first aircraft (30) and at least a second aircraft (32), the data transmitted being data stored in at least a black box (12, 14) on board the first aircraft (30).

 2. Method according to claim 1, characterized in that the data from said at least one black box requires for their transmission a bandwidth of at least 100 kbits / s.

 3. Method according to claim 1 or 2, characterized in that it comprises a preliminary step of selecting a communication means among a plurality of communication means.

 4. Method according to claim 3, characterized in that the communication means comprise radio means, satellite means or any other means of wireless communication.

 5. Method according to one of claims 1 to 4, characterized in that the transmission of data is performed in a communication network (40) comprising mobile communication nodes (30, 32, 34, 36) which are aircraft in flight.

 6. Method according to claim 5, characterized in that it comprises, prior to the transmission step, a flight selection step (S2) of at least one mobile communication node, not predetermined, said at least one node being selected from a set of mobile communication nodes of the network according to at least one predetermined selection criterion.

7. Method according to claim 6, characterized in that said at least one predetermined selection criterion is at least one of the following criteria: aircraft (s) from which a signal-to-noise ratio exceeds a predetermined threshold, aircraft (s) ) having similar or identical flight plans, aircraft belonging to the same airline or alliance comprising several airlines, aircraft of the same manufacturer, aircraft within range of communication, aircraft furthest from the first aircraft, aircraft (s) in the descent phase.

 8. Method according to claim 6 or 7, characterized in that it comprises a step (S3) requesting establishment of a connection with said at least one selected node, prior to the transmission of data.

 9. A method for receiving data, characterized in that it comprises a step (S52) of receiving in flight, from a first aircraft (30), data stored in at least one black box (12, 14). on board the first aircraft, the receiving step being performed aboard at least one second aircraft (32).

 10. The method of claim 9, characterized in that it comprises a step (S66) prior to verification of the availability of a storage space for storing the data to be received.

 11. Method according to one of claims 9 to 10, characterized in that it comprises a step (S92, S98, S96) for storing the received data either in an available storage space or, in case of unavailability, in reserved storage space.

 12. System (16) for transmitting data, characterized in that it comprises means for transmitting data in flight between a first aircraft (30) and at least one second aircraft (32), the transmitted data being stored data. in at least one black box (12, 14) on board the first aircraft.

 13. System (50) for receiving data on board an aircraft, characterized in that it comprises means (52) for receiving in flight from a first aircraft (30), data stored in the least one black box (12, 14) aboard the first aircraft, the system being embarked on board a second aircraft.

 14. Aircraft (30; 32) characterized in that it comprises a transmission system (16) according to claim 12 and / or a receiving system (50) according to claim 13.